Internal-combustion engine



W. C. HEYIVIAN'N.

INTERNAL CONBusTloN ENGINE..

APPLICATION FILED FEB. 9, 1920.

LQBSQQ@ y I Patented Jan. ML 1922;.

2 SHEETS-SHEET i.

IN V EN TOR. Mig/mam? A TTORNEYf W. C. HEYIVIANN.

INTERNAL cocvrusloN ENGINE.

APPLICATION FILED FEB. 9,1920.

latented Jan.. w, @2

2 SHEETS-SHEET 2.

1N VEN TOR.

ATTORNEYJ,

WALTER U. HEYMANN, OF OAK PAB/K, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Lai-eases.

@Uw/10m t may concern.'

Be it known that l, llVAL'rnn C. HEYMANN, a citizen of the United States, residing at Oak lark, in the county o1I Cook and State or illinois, havev invented new and useful improvements in internal-Combustion Engines, ot' which the following is a speciiication.

This invention relates to internal-combustion engines o1" the :tour cycle type, having a reciprocatory piston, and its object is to provide in an engine of this type a piston having a variable stroke7 the explosion or working stroke being longer than the intake or charging stroke.

" further object or" the invention is to the exhaust stroke of equal duration and eng-th or travel as the explosion stroke thereby insuring a complete scavenging ot the cylinder.

rEhe objects stated are attained by means of a novel combination and arrangement et parts to be hereinafter described and claimed, and in order that the same may be better understood.l reference is had to the accompanying drawings formino' apart ot this specilication. y

ln the drawings, Figure 1 is a plan view oi the engine; Fig. 2 is a sine elevation thereof; Figs. 3 to 7 are diagrams illustrating` the operation of the engine, and 8 is an enlarged detail view ot the piston structure, partly in section and broken away.

Referring specifically to the drawings, 10

make 1 denotes the cylinder of the engine, the same.

being supported on standards 11. rlhe drawings show a stationary engine, the cylinder being horizontally positioned, but it will be understood that the invention is also applicable to vertical as well as to portable engines. The cylinder is shown as considerably longer than the cylinder ot an ordinary engine. in view of the greater length of the explosion or working stroke obtained, the cylinder length depending` on the desired length ot the stroke.

1n the cylinder 10 operates a reciprocatory piston consisting of two members 12 and 13, respectively which are so connected that they are m vable relative to each other. rlhe piston member 12 is a solid one, having a grooved exterior as usual for rings. rllhe piston member 13 is hollow and in alinement with the member 12, ahead of the latter.

rllie rear end of the hollow piston mem Specification of Letters Patent.

Application filed February 9, y1920.

latented Jan. 116B, 1222.

Serial No. 357,206.

ber 13 is closed by a head 14 having dash` pot chambers 15 and 13, respectively,l in its sides. rlhe forward end oi the piston member 13 has a bearing 17 for a pin 18 whereby connection is made with a pair ot connecting roos 19 extending rearwardly and having their outer ends connected to wrist pins 2O on iywheels 21 mounted on the drive shat 22, whereby the motion of the piston i transmitted to said shaft.

From the forward end of the piston member 12 extends a rod 23 which passes slidably through an opening in the head 14a and has at its outer end an abutment in the form 01"' a plunger 24 adapted to enter the dashpot chamber 16. @n the forward end ot the piston member 12 is a similar plunger adapted to enter the dash-pot chamber 15. The plungers 24 and 25 are provided with the usual spring-seated relier valves 26.

The two piston members 12 and 13 slide back and forth in the cylinder 10, and they are also slidably relative to each' other. lVhen the firing or working stroke takes place, the member 12 abuts against the rear end of the member 13, the plunger 25 having' entered the dash-pot chamber 15. as shown in Fig'. 3. Both piston members now make a maximum stroke ant. travel together. Fig. 4 shows the end of the tiring stroke and the beginning or the exhaust stroke. @n the exhaust stroke, the two piston members again travel together and make a stroke oit the same length as the tiring stroke, thereby insuring complete scavenging of the cylinder 10. `When the piston member 13 again advances for the next stroke, it separates from the piston member 12, and the latter remains stationary until the inner end of the head 14 strikes the plunger 2-4 and the latter enters the dash-pot chamber 16, as shown in Fig. 5.y lllhenthis occurs, the piston member 12 is drawn forward by its rod 23 and it travels forward with the piston member 13 t@ the end ot the forward stroke of the latter as shown in F ig. 6. rllhis movement of the piston member 12 is the suction stroke. @n the next stroke, the piston member 13 moves rearwardly and the head 14 leaves the plunger 24. Before the end ot this rearward stroke ot the piston member 13, its head 14 engages the plunger 25. the latter entering the dash-pot chamber 15 as shown in Fig. 7. rllhe piston member 12 now travels rearwardly with the piston member 13 and makes a compression stroke, and as the two pistons are now again together, they are ready for the next firing stroke. The dash-pots afford a cushion so that the piston members are not violently jarred when they become connected.

lt will be eviden from the foregoing that the piston member l2 operates as the working piston of the engine, whereas the piston member l?) operates to transmit the motion thereof during its firing stroke, and transmits motion thereto for its exhaust, intake and compression strokes.

By the piston structure hereinbefore de scribed, the length ef the Vfiring or working stroke of anengine may be increased without increasing the intake or charging stroke, with the result that the .efliciency of the engine is materially increased without an increase in the fuel consumption. Assuming that the length of the intake stroke is three inches, and the length of the firing stroke is twenty-four inches, the engine will Y consume from seventy-live to eighty-live per cent ef the fuel charge, resulting in an increased efliciency of sixty per cent. rlhe advantage of the engine will therefore rbe apparent when it is remembered that the efficiency of an ordinary internal combustion engine is only sixteen to twenty-live per cent. rlhe diagram shows a piston design by which a firing Vstroke of approximately .twicethe length of the intake and compression strokes is obtained.

rllhe intake and exhaust valve mechanism need not be described as it forms no part of the present inv'ention, the same being readily applicable to engines of standard type and design.

l claim: y Y

l. lin an internal combustion engine, a cylinder, a reciprocatory piston working in the cylinder, a vrod extending forwardly from said piston and having longitudinally spaced abutments, a motion transmitting' and imparting member Vslidably mounted in the cylinder ahead of the piston and having a head'through which the aforesaid rm`V slidably passes to locate one of the abutments in front of said head and the other abutment to the rear of the head, a crank shaft, and an operative connection between the aforesaid member and the crank shaft, the rear abutment being in contact with the head during the entire firing stroke of the piston and transmitting the motion of the latter to the aforesaid Kmember, and said abutment remaining in Contact with said head during the next or return stroke ofthe member imparted thereto by the crank shaft, whereby the piston is given an exhaust stroke equal to the length Vof the firing stroke, whereas during the suction stroke the motion transmitting and imparting member moves away from the piston to separate the head from the rear abutment, said head thereafter coming in contact with the forward abutment to impart a suction stroke to the piston, and said head separating from the forward abutment on' the next or rearward stroke of the member and thereafter coming .in contact with the rear abutment to impart a compression stroke to the piston, the length of such suction and conipression strokes beingv less than the length of the iring'and the exhaust strokes of the piston. o n

2. An internal combustion engine according t0 claim l, in which the abutments are plungers, and the sides of the head have dash-pot chambers adapted to seatv said plungers. ln testimony whereof l aliix my signature.

ll/*LTER C. HEYMANN. 

